Electrified military vehicle

ABSTRACT

A driveline including a motor/generator configured to receive power from an engine and output power to at least one of a tractive element or an accessory, an energy storage system including a battery configured to be supported by a rear module of a vehicle, the energy storage system electrically coupled to the motor/generator to selectively receive electrical power from the motor/generator and provide electrical power to the motor/generator, wherein the driveline is operable in a silent mobility mode with the energy storage system providing power to the motor/generator to operate the vehicle.

CROSS-REFERENCE TO RELATED PATENT APPLICATIONS

This application claims the benefit of and priority to (a) U.S.Provisional Patent Application No. 63/232,870, filed Aug. 13, 2021, (b)U.S. Provisional Patent Application No. 63/232,873, filed Aug. 13, 2021,(c) U.S. Provisional Patent Application No. 63/232,891, filed Aug. 13,2021, and (d) U.S. Provisional Patent Application No. 63/233,006, filedAug. 13, 2021, all of which are incorporated herein by reference intheir entireties.

BACKGROUND

Traditionally, military vehicles have been powered by internalcombustion engines. However, such internal combustion engines andrelated systems can produce a significant amount of noise. Under certaincircumstances, such as when in enemy territory and trying to remaindiscreet and unidentified, it may be advantageous to drive militaryvehicles and their associated subsystems with the engine off to mitigatethe amount of noise being produced by the military vehicles, somethingthat current military vehicles cannot provide.

SUMMARY

One embodiment relates to a driveline including a motor/generatorconfigured to receive power from an engine and output power to at leastone of a tractive element or an accessory, an energy storage systemincluding a battery configured to be supported by a rear module of avehicle, the energy storage system electrically coupled to themotor/generator to selectively receive electrical power from themotor/generator and provide electrical power to the motor/generator,wherein the driveline is operable in a silent mobility mode with theenergy storage system providing power to the motor/generator to operatethe vehicle.

Another embodiment relates to a driveline including a motor/generatorconfigured to be positioned between an engine and a transmission andconfigured to output power to a tractive element, a front end accessorydrive configured to output power to an accessory, and an energy storagesystem electrically coupled to the motor/generator and the front endaccessory drive. The energy storage system includes a battery storagehousing, a plurality of batteries supported by the battery storagehousing, each of the plurality of batteries including a plurality ofcells, a power connector supported by the battery storage housing andproviding power communication between the energy storage system and themotor/generator and the front end accessory drive, and a data connectorsupported by the battery storage housing and providing datacommunication between the energy storage system and the motor/generatorand the front end accessory drive. The driveline is operable in a silentmobility mode with the energy storage system providing power to at leastone of the motor/generator or the front end accessory drive.

Still another embodiment relates to a driveline including amotor/generator configured to be positioned between an engine and atransmission of a vehicle and configured to output power to a tractiveelement, a front end accessory drive configured to output power to anaccessory, and an energy storage system electrically coupled to themotor/generator and the front end accessory drive. The energy storagesystem includes a battery storage housing configured to be coupled to arear module of the vehicle, a plurality of batteries supported by thebattery storage housing, each of the plurality of batteries including aplurality of cells, the batteries defining an energy storage capacity ofat least 30.6 kWh with an operating characteristic of 666 V nominalvoltage and a 406 kW discharge power, a power connector supported by thebattery storage housing and providing power communication between theenergy storage system and the motor/generator and the front endaccessory drive, and a data connector supported by the battery storagehousing and providing data communication between the energy storagesystem and the motor/generator and the front end accessory drive. Thedriveline is operable in a silent mobility mode with the engine inactiveand the energy storage system providing power to at least one of themotor/generator or the front end accessory drive, the silent mobilitymode includes at least one of an idle use case, a fuel economy use case,an a low speed use case. The batteries are sized to operate the silentmobility mode in the idle use case for at least ninety minutes. Thebatteries are sized to propel the vehicle for at least twenty miles inthe fuel economy use case. The batteries are sized to propel the vehicleat a predetermined speed for at least forty minutes in the low speedmode use case. The motor/generator is configured to be driven by theengine to charge the batteries in a first time, the vehicle is operablein the silent mobility mode for a second time, and the first time isless than the second time.

This summary is illustrative only and is not intended to be in any waylimiting. Other aspects, inventive features, and advantages of thedevices or processes described herein will become apparent in thedetailed description set forth herein, taken in conjunction with theaccompanying figures, wherein like reference numerals refer to likeelements.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a front perspective view of a vehicle, according to anexemplary embodiment.

FIG. 2 is a side view of the vehicle of FIG. 1, according to anexemplary embodiment.

FIG. 3 is a rear view of the vehicle of FIG. 1, according to anexemplary embodiment.

FIG. 4 is a perspective view of a chassis assembly of the vehicle ofFIG. 1 including a passenger capsule, a front module, and a rear module,according to an exemplary embodiment.

FIG. 5 is a side view of the chassis assembly of FIG. 4, according to anexemplary embodiment.

FIG. 6 is a cross-sectional view of the passenger capsule of FIG. 4,according to an exemplary embodiment.

FIG. 7 is a detailed side view of a chassis assembly of the vehicle ofFIG. 1, according to another exemplary embodiment.

FIG. 8 is a side view of a chassis assembly of the vehicle of FIG. 1,according to another exemplary embodiment.

FIG. 9 is a partially transparent side view of the vehicle of FIG. 1having a driveline including an engine, an integrated motor/generator(“IMG”), a transmission, an energy storage system (“ESS”), and afront-end accessory drive (“FEAD”), according to an exemplaryembodiment.

FIG. 10 is a cross-sectional side view of the driveline of FIG. 9including the engine, the IMG, the transmission, the ESS, the FEAD, anda transaxle, according to an exemplary embodiment.

FIG. 11 is a detailed side view of the engine, the IMG, thetransmission, and the FEAD of the driveline of FIG. 9, according to anexemplary embodiment.

FIG. 12 is an exploded view the IMG and the transmission of thedriveline of FIG. 9, according to an exemplary embodiment.

FIG. 13 is a detailed cross-sectional side view of the IMG of thedriveline of FIG. 9, according to an exemplary embodiment.

FIG. 14 is a detailed cross-sectional side view of the IMG of thedriveline of FIG. 9, according to another exemplary embodiment.

FIG. 15 is a front perspective view of the FEAD of FIG. 9, according toan exemplary embodiment.

FIG. 16 is a front view of the FEAD of FIG. 15, according to anexemplary embodiment.

FIG. 17 is a schematic diagram of the FEAD of FIG. 15, according to anexemplary embodiment.

FIG. 18 is a schematic diagram of a sprag clutch of the FEAD of FIG. 15,according to an exemplary embodiment.

FIG. 19 is a schematic block diagram of the FEAD of FIG. 15 operablycoupled with the ESS of FIGS. 9 and 10, according to an exemplaryembodiment.

FIG. 20 is a schematic diagram of the ESS of FIG. 9, according to anexemplary embodiment.

FIG. 21 is a rear perspective view of the vehicle of FIG. 1 includingthe ESS of FIG. 20, according to an exemplary embodiment.

FIG. 22 is another rear perspective view of the vehicle of FIG. 21,according to an exemplary embodiment.

FIG. 23 is a rear view of the vehicle of FIG. 21 having a bed cavity,according to an exemplary embodiment.

FIG. 24 is a detailed perspective view of the bed cavity of FIG. 23,according to an exemplary embodiment.

FIG. 25 is another detailed perspective view of the bed cavity of FIG.23, according to an exemplary embodiment.

FIG. 26 is a detailed perspective view of a rear portion of the vehicleof FIG. 21, according to an exemplary embodiment.

FIG. 27 is a block diagram of a control system for the vehicle of FIG.1, according to an exemplary embodiment.

FIG. 28 is a graph showing torque versus speed for an internalcombustion engine and an electric motor, the graph including a maximumtorque as defined by a transmission of the driveline of FIG. 9,according to an exemplary embodiment.

FIG. 29 is a block diagram of a controller of the control system of FIG.27, according to an exemplary embodiment.

DETAILED DESCRIPTION

Before turning to the figures, which illustrate certain exemplaryembodiments in detail, it should be understood that the presentdisclosure is not limited to the details or methodology set forth in thedescription or illustrated in the figures. It should also be understoodthat the terminology used herein is for the purpose of description onlyand should not be regarded as limiting.

According to an exemplary embodiment, a vehicle of the presentdisclosure (e.g., a military vehicle, etc.) includes an electrifieddriveline. Specifically, the vehicle includes (i) a first driverincluding an internal combustion engine and (ii) a second driverincluding a motor/generator and a clutch. The clutch is positionedbetween the engine and the motor/generator. The engine can drive thedriveline independently, the motor/generator can drive the drivelineindependently, and/or both the engine and the motor/generator can drivethe driveline together. Such an electrified driveline arrangementfacilitates operating the vehicle in variety of ways that currentmilitary vehicles are incapable of.

According to an exemplary embodiment, the vehicle of the presentdisclosure includes an engine and a FEAD. The FEAD can include a firstbelt and a second belt that are coupled with each other through a spragclutch. The first belt is coupled with multiple accessories, which mayinclude, but is not limited to, a fan, an air compressor, and anelectric motor/generator. The second belt is coupled with an output ofthe engine and the sprag clutch. The sprag clutch is coupled with anadditional accessory (e.g., a hydraulic pump). The FEAD is operablebetween an engine-driven mode and an electric-driven mode (e.g., anelectrified mode). When the FEAD is operated in the engine-driven mode,the engine drives the second belt and the first belt (e.g., through thesprag clutch) and the accessories that are coupled with the sprag clutchand the first belt. When the FEAD is operated in the engine-driven mode,the electric motor/generator may be driven to generate electrical energythat can be stored in a battery or consumed by electric accessories ofthe vehicle. When the FEAD is operated in the electric-driven mode, theelectric motor/generator drives the first belt and the accessoriescoupled with the first belt, and the additional accessory (e.g., thehydraulic pump) coupled with the sprag clutch. In the electric-drivenmode, the electric motor/generator consumes electrical energy from thebattery, and operates independently of operation of the engine.

According to an exemplary embodiment, the vehicle of the presentdisclosure includes an ESS with a large battery capable of providingelectric vehicle propulsion. The ESS can be stored behind a cab within abed cavity.

According to an exemplary embodiment, the vehicle of the presentdisclosure includes a control system. The control system includes acontroller configured to operate the vehicle according to differentmodes. The modes include an engine mode, a dual-drive mode, an EV/silentmode, and/or an ultrasilent mode. In the engine mode, an engine of thevehicle drives the FEAD and tractive elements of the vehicle fortransportation. In the dual-drive mode, both the engine and an IMG ofthe vehicle drive the tractive elements of the vehicle fortransportation. In the EV/silent mode, the IMG drives the tractiveelements of the vehicle for transportation with the engine shut off andan electric motor of the FEAD drives the FEAD. In the ultrasilent mode,the IMG drives the tractive elements of the vehicle for transportationwith the engine shut off, the electric motor drives the FEAD, and a fanof the FEAD is disengaged to further reduce sound output of the vehicleduring operation.

Overall Vehicle

According to the exemplary embodiment shown in FIGS. 1-3, a machine,shown vehicle 10, is configured as a military vehicle. In the embodimentshown, the military vehicle is a joint light tactical vehicle (“JLTV”).In other embodiments, the military vehicle is another type of militaryvehicle (e.g., a medium tactical vehicle, a heavy tactical vehicle,etc.). In an alternative embodiment, the vehicle 10 is another type ofvehicle other than a military vehicle. For example, the vehicle 10 maybe a fire apparatus (e.g., a pumper fire truck, a rear-mount aerialladder truck, a mid-mount aerial ladder truck, a quint fire truck, atiller fire truck, an airport rescue fire fighting (“ARFF”) truck,etc.), a refuse truck, a concrete mixer truck, a tow truck, anambulance, a farming machine or vehicle, a construction machine orvehicle, and/or still another vehicle.

As shown in FIGS. 1-14, the vehicle 10 includes a chassis assembly,shown as hull and frame assembly 100, including a passenger cabin, shownas passenger capsule 200, a first module, shown as front module 300, asecond module, shown as rear module 400; a plurality of axle assemblies(e.g., including axles, differentials, wheels, brakes, suspensioncomponents, etc.), shown as axle assemblies 500, coupled to the frontmodule 300 and the rear module 400; and a first electrified drivelinearrangement (e.g., a powertrain, a drivetrain, including an accessorydrive, etc.), shown as driveline 600.

According to an exemplary embodiment, the passenger capsule 200 providesa robust and consistent level of protection by using overlaps to providefurther protection at the door interfaces, component integration seams,and panel joints. The passenger capsule 200 may be manufactured fromhigh hardness steel, commercially available aluminum alloys,ceramic-based SMART armor, and/or other suitable materials to provide a360-degree modular protection system with two levels of underbodymine/improvised explosive device (“TED”) protection. The modularprotection system provides protection against kinetic energy projectilesand fragmentation produced by IEDs and overhead artillery fire. The twolevels of underbody protection may be made of an aluminum alloyconfigured to provide an optimum combination of yield strength andmaterial elongation. Each protection level uses an optimized thicknessof this aluminum alloy to defeat underbody mine and IED threats.

According to an exemplary embodiment, the passenger capsule 200 is astructural shell that forms a monocoque hull structure. Monocoque refersto a form of vehicle construction in which the vehicle body and chassisform a single unit. In some embodiments, the passenger capsule 200includes a plurality of integrated armor mounting points configured toengage a supplemental armor kit (e.g., a “B-Kit,” etc.). According tothe exemplary embodiment shown in FIGS. 1, 2, 4, 5, 9, and 10, thepassenger capsule 200 accommodates four passengers in a two-by-twoseating arrangement and has four doors mounted thereto. According to thealternative embodiment shown in FIG. 8, the passenger capsule 200accommodates two passengers and has two doors mounted thereto.

As shown in FIGS. 4-6, the passenger capsule 200 includes a floorassembly, shown as floor assembly 202, having a pair of floor portions,shown as floor portions 204, laterally spaced apart and separated by acentral tunnel, shown as structural tunnel 206, extending longitudinallyalong a centerline of the passenger capsule 200. According to anexemplary embodiment, for load purposes, the structural tunnel 206replaces a frame or rail traditionally used in vehicle chassis. As shownin FIG. 6, the structural tunnel 206 (i) has an arcuately shapedcross-section that extends upward into an interior, shown as passengercompartment 218, of the passenger capsule 200 and (ii) defines a cavityor recessed space, shown as tunnel slot 208. The configuration of thestructural tunnel 206 increases the distance between the ground and thepassenger compartment 218 of the passenger capsule 200. Accordingly, thestructural tunnel 206 may provide greater blast protection from IEDslocated on the ground (e.g., because the IED has to travel a greaterdistance in order to penetrate the structural tunnel 206).

As shown in FIGS. 4-6, the passenger capsule 200 additionally includes apair of side panels, shown as sidewalls 210, coupled to opposing lateralsides of the floor assembly 202; a top panel, shown as roof 212, coupledto the sidewalls 210 opposite the floor assembly 202; a front panel,shown as front wall 214, coupled to front ends of the floor assembly202, the sidewalls 210, and the roof 212; and a rear panel, shown asrear wall 216, coupled to rear ends of the floor assembly 202, thesidewalls 210, and the roof 212. As shown in FIGS. 4 and 6, the floorassembly 202, the sidewalls 210, the roof 212, the front wall 214, andthe rear wall 216 cooperatively define the passenger compartment 218.

As shown in FIG. 6, the passenger capsule 200 includes a bellydeflector, shown as v-shaped belly deflector 220, coupled to bottom endsof the sidewalls 210 and across the bottom of the passenger capsule 200beneath the floor assembly 202. According to an exemplary embodiment,the v-shaped belly deflector 220 is configured to mitigate and spreadblast forces along the belly of the vehicle 10. As shown in FIG. 6, thev-shaped belly deflector 220 is spaced from the floor assembly 202 suchthat a space, shown as air gap 222, is formed between the floor portions204 of the floor assembly 202 and the v-shaped belly deflector 220.

In some embodiments, the floor assembly 202, the sidewalls 210, the roof212, the front wall 214, the rear wall 216, and the v-shaped bellydeflector 220 are fabricated subassemblies that are bolted together toprovide the passenger capsule 200. Such a modular approach to thepassenger capsule 200 provides increased protection with the applicationof perimeter, roof, and underbody add on panels. The components of thepassenger capsule 200 mitigate and attenuate blast effects, allow forupgrades, and facilitate maintenance and replacements.

As shown in FIGS. 4, 5, 7, 8, and 10, the front module 300 includes afirst subframe assembly, shown as front subframe 310, and the rearmodule 400 includes a second subframe assembly, shown as rear subframe410. The front subframe 310 includes a first plurality of frame memberscoupled to the floor assembly 202 and the front wall 214 of thepassenger capsule 200 at a first plurality of interfaces. The rearsubframe 410 includes a second plurality of frame members coupled to thefloor assembly 202 and the rear wall 216 of the passenger capsule 200 ata second plurality of interfaces. Such interfaces may include, forexample, a plurality of fasteners (e.g., bolts, rivets, etc.) extendingthrough corresponding pads coupled to the front subframe 310, the rearsubframe 410, and the passenger capsule 200. According to an exemplaryembodiment, a front axle assembly of the axle assemblies 500 is coupledto the front subframe 310 and a rear axle assembly of the axleassemblies 500 is coupled to the rear subframe 410.

The front subframe 310 and the rear subframe 410 may be manufacturedfrom high strength steels, high strength aluminum, or another suitablematerial. According to an exemplary embodiment, the front subframe 310and the rear subframe 410 feature a tabbed, laser cut, bent, and weldeddesign. In other embodiments, the front subframe 310 and the rearsubframe 410 are manufactured from tubular members to form a spaceframe. The front subframe 310 and the rear subframe 410 may also includeforged frame sections, rather than fabricated or cast frame sections, tomitigate the stress, strains, and impact loading imparted duringoperation of the vehicle 10. Aluminum castings may be used for variouscross member components where the loading is compatible with suchmaterial properties.

The passenger capsule 200, the front subframe 310, and the rear subframe410 are integrated into the hull and frame assembly 100 to efficientlycarry chassis loading imparted during operation of the vehicle 10,during a lift event, during a blast event, or under still otherconditions. During a blast event, conventional frame rails can capturethe blast force, transferring the blast force into the vehicle 10 andthe occupants thereof. The vehicle 10 replaces conventional frame railsand instead includes the passenger capsule 200, the front module 300,and the rear module 400. According to an exemplary embodiment, thepassenger capsule 200, the front module 300, and the rear module 400vent blast gases (e.g., traveling upward after a tire triggers an IED),thereby reducing the blast force on the passenger capsule 200 and theoccupants within passenger capsule 200. Traditional frame rails may alsodirectly impact (e.g., contact, engage, hit, etc.) the floor oftraditional military vehicles. The hull and frame assembly 100 does notinclude traditional frame rails extending along a length of the vehicle10, thereby eliminating the ability for such frame rails to impact thefloor assembly 202 of the passenger capsule 200.

As shown in FIGS. 1, 2, and 9, the front module 300 includes a bodypanel, shown as hood 320, supported by the front subframe 310. As shownin FIG. 9, the hood 320 partially surrounds components of the driveline600 (e.g., an engine, a FEAD, radiators, etc.) of the vehicle 10. Thehood 320 may be manufactured from a composite material (e.g., carbonfiber, fiberglass, a combination of fiberglass and carbon fiber, etc.)or a metal material (e.g., steel, aluminum, etc.). The hood 320 may beconfigured (e.g., shaped, etc.) to maximize vision while clearingunder-hood components.

As shown in FIGS. 1-3, the rear module 400 includes a body assembly,shown as cargo body assembly 420, supported by the rear subframe 410.The cargo body assembly 420 includes a deck, shown as bed 430; a pair ofwheel wells, shown as wheel wells 440, positioned along opposing lateralsides of the bed 430 and over the wheels of the rear axle assembly ofthe axle assemblies 500; and a pair of storage compartments, shown asstowage boxes 450, positioned along and on top of the wheel wells 440.As shown in FIG. 3, the bed 430, the wheel wells 440, and the stowageboxes 450 cooperatively define a compartment, shown as bed cavity 460.

In some embodiment, as shown in FIG. 7, the passenger capsule 200includes a protrusion, shown as capsule extension 224, extending from abottom portion of the rear wall 216 of the passenger capsule 200.According to an exemplary embodiment, the capsule extension 224 providesan extended wheelbase for the vehicle 10, which facilitates providing acavity, shown as gap 226, between the rear wall 216 and the cargo bodyassembly 420 of the rear module 400. In some embodiments, as shown inFIG. 8, the capsule extension 224 replaces a rear portion (e.g., backseats, etc.) of the passenger capsule 200 and supports an extended cargobody assembly 420 (e.g., eliminating the gap 226 of FIG. 7 ormaintaining the gap 226 of FIG. 7).

Driveline

As shown in FIGS. 9-26, the driveline 600 includes a first driver, shownas engine 610; a transmission device, shown as transmission 620; a firstdrive shaft, shown transaxle drive shaft 630, coupled to thetransmission 620; a power splitter, shown as transaxle 640, coupled tothe transaxle drive shaft 630 and the rear axle assembly 500; a seconddrive shaft, shown as front axle drive shaft 650, extending between thetransaxle 640 and the front axle assembly 500 (e.g., a frontdifferential thereof); a second driver, shown as IMG 700, positionedbetween the engine 610 and the transmission 620; an accessory driveassembly, shown as FEAD 800, positioned in front of the engine 610; andan on-board ESS, shown as ESS 1000.

As shown in FIGS. 9 and 10, the engine 610 and the FEAD 800 arepositioned within the front module 300 and supported by the frontsubframe 310. The FEAD 800 may include an independent FEAD motor (e.g.,motor/generator 822) and various belt driven-accessories and/orelectrically-operated accessories (e.g., a fan, a hydraulic pump, an aircompressor, an air conditioning (“A/C”) compressor, etc.). As shown inFIG. 10, the IMG 700 and the transmission 620 are positioned beneath thepassenger capsule 200 within the tunnel slot 208 of the structuraltunnel 206. The transaxle drive shaft 630 extends from the transmission620 longitudinally along the structural tunnel 206 and within tunnelslot 208 to the transaxle 640. According to an exemplary embodiment, thetransaxle 640 is positioned within the rear module 400 and supported bythe rear subframe 410. As shown in FIG. 10, the front axle drive shaft650 is positioned beneath the transaxle drive shaft 630 and outside ofthe tunnel slot 208 (e.g., between the transaxle drive shaft 630 and thev-shaped belly deflector 220).

According to various embodiments, the engine 610 is individually, theIMG 700 is individually, or both the engine 610 and the IMG 700 arecooperatively configured to provide power to the transmission 620 todrive the transmission 620 and, thereby, drive the transaxle drive shaft630, the transaxle 640, the rear axle assembly 500, the front axle driveshaft 650, and the front axle assembly 500 to drive the vehicle 10.According to various embodiments, the FEAD 800 is configured to beselectively driven by the engine 610, by the FEAD motor, by the IMG 700,and/or electrically-operated. According to an exemplary embodiment, theESS 1000 is configured to power various high-voltage components andlow-voltage components of the vehicle 10 (e.g., the IMG 700, the FEADmotor, electrified FEAD accessories, cab displays, cab gauges, cablights, external lights, etc.). According to various embodiments, exceptfor electrical wiring, the components of the ESS 1000 (e.g., batterypacks, inverters, power distribution components, power conversionhardware, etc.) are variously positioned about the vehicle 10 (e.g.,within the rear module 400, under the passenger capsule 200, etc.),except proximate the engine 610 or within the tunnel slot 208 of thestructural tunnel 206. Such positioning facilitates maintaining thecomponents of the ESS 1000 at proper operating temperatures and awayfrom high temperature zones proximate the engine 610 and/or within thetunnel slot 208 of the structural tunnel 206. In some embodiments (e.g.,when the FEAD 800 includes the FEAD motor, when the engine 610 drivesthe FEAD, etc.), the FEAD motor and the IMG 700 are configured toselectively operate as generators to facilitate charging the ESS 1000using power provided by the engine 610 while the vehicle 10 isstationary or moving.

Engine, Transmission, and Transaxle

According to an exemplary embodiment, the engine 610 is acompression-ignition internal combustion engine that utilizes dieselfuel. In other embodiments, the engine 610 is a spark-ignition enginethat utilizes one of a variety of fuel types (e.g., gasoline, compressednatural gas, propane, etc.). The transmission may be a commerciallyavailable transmission. The transmission 620 may include a torqueconverter configured to improve efficiency and decrease heat loads.Lower transmission gear ratios combined with a low range of anintegrated rear differential/transfer case provide optimal speed forslower speeds, while higher transmission gear ratios deliverconvoy-speed fuel economy and speed on grade. According to an exemplaryembodiment, the transmission 620 includes a driver selectable rangeselection.

The transaxle 640 is designed to reduce the weight of the vehicle 10.The weight of the transaxle 640 is minimized by integrating atransferase and a rear differential into a single unit, selecting anoptimized gear configuration, and/or utilizing high strength structuralaluminum housings. By integrating the transferase and the reardifferential into the transaxle 640 (thereby forming a singular unit),the connecting drive shaft and end yokes traditionally utilized toconnect the transferase and the rear differential have been eliminated.An integral neutral and front axle disconnect allows the vehicle 10 tobe flat towed or front/rear lift and towed with minimal preparation(i.e., without removing the transaxle drive shaft 630 or the front axledrive shaft 650). Specifically, the transaxle 640 includes an internalmechanical disconnect capability that allows the front axle assembly 500and/or the rear axle assembly 500 to turn without rotating the transaxle640 and the transmission 620. A mechanical air solenoid over-ride iseasily accessible from the interior and/or exterior of the vehicle 10.Once actuated, no further vehicle preparation is needed. After therecovery operation is complete, the driveline 600 can be re-engaged byreturning the air solenoid mechanical over-ride to the originalposition.

IMG

According to an exemplary embodiment, the IMG 700 is electricallycoupled to the ESS 1000, selectively mechanically coupled to the engine610, and mechanically coupled to the transmission 620. The IMG 700 isconfigured to be mechanically driven by the engine 610 to selectivelygenerate electricity for storage in the ESS 1000 and/or to powerelectrical components of the vehicle 10. The IMG 700 is configured toreceive electrical power from the ESS 1000 to facilitate driving thetransmission 620 and, therefore, the axle assemblies 500 of the vehicle10. In some embodiments, the IMG 700 is configured to receive electricalpower from the ESS 1000 to function as a starter for the engine 610.Such starting capability can be performed while the vehicle 10 isstationary or while the vehicle 10 is moving. In some embodiments, thedriveline 600 additionally or alternatively includes a backup ordedicated engine starter.

As shown in FIGS. 12-14, the IMG 700 includes a housing, shown as IMGhousing 710, including a first portion, shown as backing plate 720,coupled to the transmission 620, and a second portion, shown as enginemount 730, coupled to the engine 610. The IMG 700 further includes anelectromagnetic device, shown as motor/generator 740, coupled to thebacking plate 720, and a clutch mechanism, shown as engine clutch 750,coupled to the motor/generator 740 and selectively couplable to theengine 610. The motor/generator 740 and the engine clutch 750 are,therefore, positioned between the backing plate 720 and the engine mount730 and enclosed within the IMG housing 710 (e.g., a single unit).

According to an exemplary embodiment, the engine clutch 750 iscontrollable (e.g., disengaged, engaged, etc.) to facilitate (i)selectively mechanically coupling the engine 610 and the motor/generator740 (e.g., to start the engine 610 with the motor/generator 740, todrive the motor/generator 740 with the engine 610 to produceelectricity, to drive the motor/generator 740 with the engine 610 todrive the transmission 620, etc.) and (ii) selectively mechanicallydecoupling the engine 610 and the motor/generator 740 (e.g., to drivethe motor/generator 740 with power from the ESS 1000 to drive thetransmission 620, the FEAD 800, etc.). In an alternative embodiment, theIMG 700 does not include the engine clutch 750 such that the engine 610is directly coupled to the motor/generator 740.

As shown in FIGS. 12 and 13, the motor/generator 740 and the engineclutch 750 are arranged in a stacked arrangement with the engine clutch750 positioned within an interior chamber, shown as cavity 732, of theengine mount 730. As shown in FIG. 14, the motor/generator 740 and theengine clutch 750 are arranged in an integrated arrangement with theengine clutch 750 positioned within an interior chamber, shown as cavity752, of the motor/generator 740. The integrated arrangement of themotor/generator 740 and the engine clutch 750 facilitates reducing thepackaging size of the IMG 700, which facilitates reducing the overalllength of the driveline 600.

According to an exemplary embodiment, the engine clutch 750 is apneumatically-operated clutch that is (i) spring-biased towardsengagement with the engine 610 to couple the engine 610 to the othercomponents of the driveline 600 (e.g., the motor/generator 740, thetransmission 620, etc.) and (ii) selectively disengaged using compressedair provided from an air compressor (e.g., included in the FEAD 800, aircompressor 808, etc.) to decouple the engine 610 from the othercomponents of the driveline 600. Such a spring-biased and air-disengagedclutch ensures that the driveline 600 of the vehicle 10 is operationalin the event of damage to the ESS 1000 or if a state-of-charge (“SoC”)of the ESS 1000 falls below a minimum SoC threshold (e.g., 20% SoC). Asan example, if the engine clutch 750 is disengaged and themotor/generator 740 is driving the vehicle 10, the engine clutch 750will auto-engage (i) if electrical power is lost due to the ESS 1000being damaged or the FEAD motor is damaged (which will cause the aircompressor of the FEAD 800 to stop providing compressed air to theengine clutch 750) or (ii) if switching to an engine drive mode, whichmay include stopping the FEAD motor (e.g., in response to the SoC of theESS 1000 falling below the minimum SoC threshold, which causes the aircompressor of the FEAD 800 to stop providing compressed air to theengine clutch 750). In the event of auto-engagement of the engine clutch750, the engine 610 (if already off) will be started by the inertialforces of the vehicle 10 (if moving), can be started by themotor/generator 740, or can be started by the dedicated engine starter.Such auto-engagement, therefore, ensures that engine 610 is connected tothe remainder of the driveline 600 to drive the vehicle 10 in the eventof some malfunction in the electrical system or when transitioning fromelectric drive to engine drive. According to an exemplary embodiment,the components of the driveline 600 do not need to be stopped nor docomponent speeds need to be matched to switch between engine drive andelectric drive.

FEAD

According to an exemplary embodiment, the FEAD 800 is configured todrive (e.g., provide mechanical energy to, provide torque to, providerotational inertia to, etc.) various accessories of the vehicle 10. Asshown in FIGS. 15-17 and 19, the various accessories include a firstaccessory, shown as air compressor 808, a second accessory, shown as fan810, a third accessory, shown as motor/generator 822, a fourthaccessory, shown as hydraulic pump 832, and a fifth accessory, shown asair conditioning (“A/C”) compressor 848. In other embodiments, the FEAD800 includes additional, fewer, or different accessories. According toan exemplary embodiment, the FEAD 800 is selectively transitionablebetween different configurations, modes, or states to change a drivesource (e.g., to change which of multiple available primary movers,engines, internal combustion engines, electric motors, etc. drivevarious accessories of the vehicle 10).

E-FEAD

According to the exemplary embodiment shown in FIGS. 15-19, the FEAD 800is configured as an electrified FEAD (“E-FEAD”) having a dual-belt drivearrangement. The FEAD 800 can be selectively driven by either the engine610 (e.g., in a first mode or state) or the motor/generator 822 (e.g.,in a second mode or state). Accordingly, the FEAD 800 and, therefore,the driving of the accessories can be transitioned between anelectrified state or mode and an engine-driven state or mode. When theFEAD 800 is in the electrified state or mode, the FEAD 800 can operateindependently of operation of the engine 610. For example, when the FEAD800 is in the electrified state, the FEAD 800 and accessories thereofcan operate even when the engine 610 is off or in-operational, therebyoperating independently of the engine 610. In another example, when theFEAD 800 is in the electrified state, the FEAD 800 can operate to drivethe accessories of the vehicle 10 while the engine 610 operates to driveother driveable elements or systems of the vehicle 10 such as the wheelsof the axle assemblies 500, thereby operating independently andsimultaneously with operation of the engine 610.

As shown in FIGS. 15-17, the FEAD 800 includes a first belt (e.g.,tensile member, chain, power transmitting band, pulley, etc.), shown asFEAD belt 804, and a second belt (e.g., tensile member, chain, powertransmitting band, pulley, etc.), shown as engine belt 806. The enginebelt 806 is coupled between an output shaft 858 of the engine 610 (e.g.,at a front end of the engine 610) and a one-way bearing or clutch, shownas sprag clutch 834. The FEAD belt 804 is coupled with, and defines apower band circuit between, a shaft 820 of the motor/generator 822, adrive member 812 of the air compressor 808 (e.g., an air compressorpulley or sheave), an outer race 852 of a fan clutch 856 of the fan 810,a tensioning pulley 818, a pulley 836 of the sprag clutch 834, a firstroller 824, a second roller 826, a third roller 828, and a fourth roller830 (e.g., roller pulleys). The FEAD belt 804 and the engine belt 806can be V-belts or synchronous belts and are configured to drive or bedriven by any of the coupled components, clutches, shafts, pulleys,rollers, gears, rotatable members, etc. of the FEAD 800 as described indetail herein.

The hydraulic pump 832 is configured to be driven (e.g., by providing atorque input at an input shaft 844 of the hydraulic pump 832 as shown inFIG. 18) to pressurize a hydraulic fluid, according to an exemplaryembodiment. The hydraulic fluid may be stored in a reservoir or tank,pressurized by the hydraulic pump 832, and provided to differenthydraulically driven accessories, accessory systems, hydraulic motors,hydraulic actuators, power steering systems, suspension systems, etc. ofthe vehicle 10. The hydraulic pump 832 may be a component of a hydrauliccircuit of the vehicle 10 that is used for different body operations orbody systems of the vehicle 10, or different chassis systems of thevehicle 10 that use hydraulic primary movers (e.g., hydraulic motors,hydraulic linear actuators, etc.). The hydraulic pump 832 can be any ofa gear pump, a piston pump, a vane pump, a clutch pump, a dump pump, arefuse pump, etc. or any other hydraulic pump (e.g., clutched) thatreceives an input torque and pressurizes or drives a hydraulic fluid. Inan exemplary embodiment, the hydraulic pump 832 pressurizes thehydraulic fluid for a power steering system and a suspension system ofthe vehicle 10.

The air compressor 808 is configured to be driven (e.g., by providing atorque input at an input shaft 814 of the air compressor 808 such as bydriving, with the FEAD belt 804, the drive member 812 that is fixedlycoupled with the input shaft 814) to pressurize air or any other gas,according to an exemplary embodiment. The air may be pressurized andstored in an air tank (e.g., a tank, a reservoir, a pressure vessel,etc.) that is fluidly coupled with the air compressor 808. For example,the air compressor 808 can be configured to operate to maintain arequired pressure in the air tank for different chassis operations orsystems such as brakes. In an exemplary embodiment, the air compressor808 is configured to pressurize air for air brakes of the vehicle 10(e.g., drum brakes that include a brake chamber that is fluidly coupledwith the air tank). The air compressor 808 is a component of a fluidcircuit for providing pressurized air to different accessories orsystems of the vehicle 10, including but not limited to, air brakes ofthe axle assemblies 500. In some embodiments, the air compressor 808 isconfigured to pressurize air for other chassis or body operations of thevehicle 10 (e.g., suspension components, etc.).

The fan 810 is configured to be driven (e.g., by providing a torqueinput, with the FEAD belt 804, through the fan clutch 856 of the fan 810when the fan clutch 856 is in an engaged state) to drive a rotor orimpeller component of the fan 810. The fan 810 is configured to drive anairflow through cooling components (e.g., an engine radiator, atransmission cooler, heat exchangers, a hydraulic cooler, an A/Ccondenser, a battery cooler, etc.) of the vehicle 10 to provide coolingfor the engine 610 and various other systems (e.g., a hydraulic circuit,the transmission 620, the ESS 1000, etc.) of the vehicle 10. Theimpeller component or assembly can be selectively engaged with the FEADbelt 804 through the fan clutch 856. The fan clutch 856 may be anelectric clutch that is selectively engaged or disengaged to therebycouple or decouple the impeller component or assembly of the fan 810with the FEAD belt 804. The FEAD belt 804 couples with the outer race852 of the fan clutch 856, and the impeller assembly of the fan 810 isfixedly coupled with an inner race 854 of the fan clutch 856. Engagingor disengaging the fan clutch 856 couples or decouples the inner race854 with the outer race 852 of the fan clutch 856. The fan clutch 856can be transitioned between the engaged state and the disengaged stateautomatically based on a temperature of the engine 610 or other vehiclecomponents, in response to a user input, in response to a control mode,etc.

As shown in FIGS. 15 and 16, the tensioning pulley 818 is positionedalong the FEAD belt 804 between the pulley 836 of the sprag clutch 834and the fan 810. In other embodiments, the tensioning pulley 818 isotherwise positioned along the FEAD belt 804. The tensioning pulley 818is adjustable (e.g., physically moveable, translatable, etc.) toincrease or decrease a tension of the FEAD belt 804. The tensioningpulley 818 can be adjusted by providing an input to an adjustment member816 (e.g., lever, knob, etc.) to reposition (e.g., translate, etc.) thetensioning pulley 818.

According to an exemplary embodiment, the motor/generator 822 isconfigured to function both as a motor and as a generator in differentmodes of the FEAD 800. When the motor/generator 822 functions as amotor, the motor/generator 822 is configured to consume electricalenergy from the ESS 1000 of the vehicle 10 and output a torque to theFEAD belt 804 through the shaft 820 of the motor/generator 822. The FEADbelt 804 transfers the torque or mechanical energy to each of the fan810, the air compressor 808, and the hydraulic pump 832 so that themotor/generator 822 functions as the primary mover of the FEAD 800 whenactivated, thereby electrifying the FEAD 800 and facilitatingindependent operation the FEAD 800 (i.e., operating independently ofoperation of the engine 610). The FEAD belt 804 can be configured todrive the hydraulic pump 832 through the sprag clutch 834, as describedin greater detail below with reference to FIG. 18.

The motor/generator 822 is also configured to function as a generatorand be driven by the FEAD belt 804 when the engine 610 operates as theprimary mover of the FEAD 800. The engine 610 is configured to drive thesprag clutch 834 through the engine belt 806, which thereby drives (i)the hydraulic pump 832 through the sprag clutch 834 and (ii) the FEADbelt 804 through the sprag clutch 834, and thereby the fan 810, the aircompressor 808, and the motor/generator 822 through the pulley 836 ofthe sprag clutch 834. In some embodiments, the FEAD 800 can betransitioned between the engine-driven mode and the electrified mode by(i) selectively configuring the engine 610 to drive the engine belt 806(e.g., by engaging a clutch of the engine 610 so that the engine outputstorque to the sprag clutch 834 via the engine belt 806, or by startingor stopping the engine 610) or (ii) activating the motor/generator 822to drive the FEAD belt 804 (e.g., by providing electrical power to themotor/generator 822 to thereby cause the motor/generator 822 to functionas an electric motor and drive the FEAD belt 804). When the engine 610drives the FEAD 800 through the engine belt 806, the sprag clutch 834,and the FEAD belt 804, the motor/generator 822 may be driven through theshaft 820 and function as a generator (as necessary or continuously) togenerate electrical energy based on the driving of the shaft 820 (e.g.,now functioning as an input shaft) and provide the electrical energy tovarious electrical components of the vehicle 10 and/or to the ESS 1000for storage.

As shown in FIGS. 15 and 16, the FEAD 800 includes a structural member,shown as frame 802, with which each of the motor/generator 822, the aircompressor 808, the tensioning pulley 818, the hydraulic pump 832, thesprag clutch 834, the fan 810, and the roller pulleys 824-830 arecoupled (e.g., translationally fixedly coupled). According to anexemplary embodiment, the frame 802 is coupled (e.g., mounted, secured,fixedly coupled, fastened, attached, etc.) to a front of the engine 610.In other embodiments, the frame 802 is coupled to the hull and frameassembly 100 (e.g., a portion of the front module 300).

As shown in FIG. 18, the sprag clutch 834 includes a first portion,shown as outer race 838, a second portion, shown as inner race 840, andone-way rotational elements, shown as sprags 862, positioned between theinner race 840 and the outer race 838. The sprags 862 are configured to(i) permit free rotation between the inner race 840 and the outer race838 when the inner race 840 is rotated relative to the outer race 838about a central axis 860 thereof (e.g., when the pulley 836, andtherefore, the inner race 840 is driven by the motor/generator 822) and(ii) limit or jam when the outer race 838 is rotated relative to theinner race 840 about the central axis 860 (e.g., when the outer race 838is driven by the engine 610 through the engine belt 806).

As shown in FIGS. 15 and 17, the engine belt 806 is coupled with theouter race 838 of the sprag clutch 834 so that when the engine 610drives the engine belt 806, the outer race 838 locks with the inner race840 and both the outer race 838 and the inner race 840 rotate in unison(e.g., due to the sprags 862 locking the inner race 840 with the outerrace 838 or limiting relative rotation between the inner race 840 andthe outer race 838). The pulley 836 of the sprag clutch 834 is fixedlycoupled with the inner race 840 of the sprag clutch 834 (e.g., via ashaft 842) so that rotation of the inner race 840 drives the pulley 836and the FEAD belt 804. The input shaft 844 of the hydraulic pump 832 iscoupled (e.g., rotatably) with the inner race 840 of the sprag clutch834 such that rotation of the inner race 840 (e.g., in unison withrotation of the outer race 838 when the engine 610 drives the outer race838 and the inner race 840 in unison through the engine belt 806) alsodrives the hydraulic pump 832.

As shown in FIG. 18, the pulley 836 and, therefore, the FEAD belt 804are coupled with the inner race 840 of the sprag clutch 834. When themotor/generator 822 of the FEAD 800 operates as the primary mover of theFEAD 800, the motor/generator 822 drives the FEAD belt 804 (therebydriving the air compressor 808 and/or the fan 810), which drives thepulley 836 and the inner race 840 to rotate relative to the outer race838 of the sprag clutch 834, thereby also driving the hydraulic pump 832without driving the outer race 838 and the engine belt 806. In this way,the sprag clutch 834 can function to facilitate driving the FEAD 800with either the engine 610 or the motor/generator 822. When themotor/generator 822 drives the FEAD 800 and accessories thereof, theinner race 840 of the sprag clutch 834 rotates freely relative to theouter race 838. When the engine 610 drives the FEAD 800 and accessoriesthereof, the inner race 840 and the outer race 838 of the sprag clutch834 have limited relative rotation to thereby transfer the torque fromthe engine 610 and the engine belt 806 to the FEAD 800 and accessoriesthereof.

It should be understood that while FIG. 18 shows the engine belt 806being coupled with the outer race 838 of the sprag clutch 834, and thehydraulic pump 832 and the FEAD belt 804 being coupled with the innerrace 840 of the sprag clutch 834, in other embodiments, the engine belt806 is coupled with the inner race 840 of the sprag clutch 834 and thehydraulic pump 832 and the FEAD belt 804 are coupled with the outer race838 of the sprag clutch 834.

As shown in FIG. 19, the FEAD 800 is operably or electrically coupledwith the ESS 1000 so that the ESS 1000 can exchange electrical energywith electrical components of the FEAD 800. The FEAD 800 also includesthe A/C compressor 848 and an electric motor 846 that is configured todrive the A/C compressor 848. The A/C compressor 848 and the electricmotor 846 can operate independently of the engine 610 and themotor/generator 822 so that the A/C compressor 848 does not depend onoperation, drive speed, or on/off status of the engine 610 or themotor/generator 822. The engine 610 or the motor/generator 822 areselectively configured to provide mechanical energy to drive the aircompressor 808, the fan 810, or the hydraulic pump 832. When the engine610 drives the air compressor 808, the fan 810, and the hydraulic pump832, the engine 610 may also drive the motor/generator 822 so that themotor/generator 822 generates electrical energy. The motor/generator 822is electrically coupled (e.g., via electrical wiring) with the ESS 1000and provides generated electrical energy to the ESS 1000 for storage anddischarge to other electrical components of the vehicle 10. When themotor/generator 822 operates to drives the FEAD 800 (e.g., in theelectrified mode), the motor/generator 822 consumes electrical energyprovided by the ESS 1000 (or more specifically batteries thereof) anduses the electrical energy to drive the accessories of the FEAD 800.

As shown in FIG. 19, the FEAD 800 includes a pump (e.g., an oil pump, alubrication pump, etc.), shown as lubricant pump 850, that is configuredto provide lubricant to the A/C compressor 848, the air compressor 808,the fan 810, and/or the hydraulic pump 832. In some embodiments, thelubricant pump 850 is a component in a fluid lubricant circuit thatincludes a reservoir for the lubricant, one or more filters to filterthe lubricant, etc. In some embodiments, the lubricant pump 850 isconfigured to provide lubricant to the engine 610. The lubricant pump850 may be selectively fluidly coupled with the accessories of the FEAD800 (e.g., the A/C compressor 848, the air compressor 808, the fan 810,the hydraulic pump 832, etc.) or lubricant inlets (e.g., greasefittings) of the accessories of the FEAD 800 to provide lubricant (e.g.,grease, liquid lubricant, oil-based lubricant, etc.) to reduce frictionand reduce wear of the accessories of the FEAD 800. The lubricant fluidcircuit including the lubricant pump 850 can include a valve and abranch (e.g., a tee) to selectively direct lubricant to the accessoriesof the FEAD 800 or moving parts of the accessories of the FEAD 800 asrequired, automatically, or in response to a user input. The lubricantpump 850 can include an electric motor that consumes electrical energyprovided by the ESS 1000 to operate independently of operation of theengine 610 and/or the motor/generator 822 (e.g., operates when theengine 610 and/or the motor/generator 822 are in an off state, notoperating to provide torque or generate electrical energy, etc.). Thelubricant pump 850 is configured to receive return lubricant from any ofthe A/C compressor 848, the air compressor 808, the fan 810, thehydraulic pump 832, or the engine 610, and recirculate the returnlubricant.

The A/C compressor 848 and the electric motor 846 are configured tooperate independently of the engine 610 and the motor/generator 822 toprovide A/C for occupants of the vehicle 10. The electric motor 846operates by consuming electrical power provided by the ESS 1000 (orother batteries of the vehicle 10) and driving the A/C compressor 848.The A/C compressor 848 is configured to compress a refrigerant to passthe refrigerant through a heat exchanger for A/C. Advantageously, theA/C compressor 848 can be operated regardless of the mode of the FEAD800 (e.g., if the FEAD 800 is being driven by the engine 610, if theFEAD 800 is being driven by the motor/generator 822, if the FEAD 800 isnot being driven).

Energy Storage System

Capacity, Operating Range, and Charging

As shown in FIG. 20, the ESS 1000 is electrically coupled to the IMG700. In some embodiments (e.g., embodiments where the FEAD 800 includesthe motor/generator 822), the ESS 1000 is also electrically coupled tothe motor/generator 822 of the FEAD 800. In an electric drive mode ofoperation, the ESS 1000 provides power to the IMG 700 to drive thetransmission 620 and/or other components/systems of the vehicle 10(e.g., to the motor/generator 822 to drive the FEAD 800). In a chargemode of operation (e.g., during the engine mode), (i) the IMG 700 isdriven by the engine 610 via the engine clutch 750 and electrical powermay generated and provided to the ESS 1000 and/or (ii) themotor/generator 822 may be driven by the engine 610 and electrical powermay be generated and provided to the ESS 1000.

As shown in FIG. 20, the ESS 1000 includes a battery storage housing1002, a power connector 1004 supported by the battery storage housing1002, and a data connector 1006 supported by the battery storage housing1002. The power connector 1004 provides power communication between theESS 1000, the IMG 700, and/or the motor/generator 822. The dataconnector 1006 provides data communication between the ESS 1000, the IMG700, and/or the motor/generator 822. The ESS 1000 includes a number ofbatteries 1008, each including a number of cells 1010. The batteries1008 are coupled together to provide an energy storage capacity of theESS 1000.

In some embodiments, the batteries 1008 are configured (e.g.,structured, designed, etc.) to operate at 700 volts (“V”). In someembodiments, the batteries 1008 are configured to operate at 24 V. Insome embodiments, the batteries 1008 are configured to operate at avoltage between 700 V and 24 V. In an exemplary embodiment, thebatteries 1008 are configured to operate at 666 V nominal voltage with a406 kW discharge power. In some embodiments, the ESS 1000 has an energystorage capacity of 30.6 kWh. In some embodiments, the ESS 1000 isconfigured to operate at ambient temperatures between −40 degreesCelsius and 80 degrees Celsius.

In some embodiments, the energy storage capacity is defined for a targetload. The target load is defined by the vehicle 10 (e.g., weight,transmission design, suspension dynamics, etc.) and can be expressed asan average load in kilowatts (“kW”). In some embodiments, the targetload is defined by a specific vehicle and a specific use case. In someembodiments, the vehicle 10 is structured to provide a silent mobilitymode where the systems and components the vehicle 10 are operated usingenergy from the ESS 1000 and the engine 610 is inactive. The silentmobility mode can define the energy storage capacity in part. In someembodiments, the target load is defined at thegross-vehicle-weight-rating (“GVWR”) of the vehicle 10. Table 1,reproduced below, depicts six use cases and associated target loadsduring the silent mobility mode.

In use case “Vehicle 1,” the target load is 68 kW average load andresults in 22 minutes of run time and 13.5 miles of distance traveled.The energy storage capacity of “Vehicle 1” can be defined as 22 minutesof run time and/or 13.5 miles of distance traveled. In some embodiments,the target load of “Vehicle 1” is at least sixty-five kilowatts (65 kW).In some embodiments, the energy storage capacity of “Vehicle 1” can bedefined as at least 20 minutes of run time and/or at least 13 miles ofdistance traveled.

In use case “Vehicle 2,” the target load is 53 kW average load andresults in 29 minutes of run time and 6 miles of distance traveled. Theenergy storage capacity of “Vehicle 2” can be defined as 29 minutes ofrun time and/or 6 miles of distance traveled. In some embodiments, thetarget load of “Vehicle 2” is at least fifty kilowatts (50 kW). In someembodiments, the energy storage capacity of “Vehicle 2” can be definedas at least 29 minutes of run time and/or at least 6 miles of distancetraveled.

In use case “Vehicle 3,” the target load is 40 kW average load andresults in 38 minutes of run time and 14.5 miles of distance traveled.The energy storage capacity of “Vehicle 3” can be defined as 38 minutesof run time and/or 14.5 miles of distance traveled. In some embodiments,the target load of “Vehicle 3” is at least forty kilowatts (40 kW). Insome embodiments, the energy storage capacity of “Vehicle 3” can bedefined as at least 35 minutes of run time and/or at least 14 miles ofdistance traveled.

In use case “Idle,” the goal is to idle the vehicle 10 using the ESS1000 without requiring activation of the engine 610 (e.g., operate allloads of the vehicle 10 using the ESS 1000). The target load of the“Idle” use case is 17 kW average load and results in 90 minutes of runtime. The energy storage capacity of “Idle” can be defined as 90 minutesof run time and/or 0 miles of distance traveled.

In use case “Fuel Econ,” the goal is to maximize the distance traveledby the vehicle 10. The target load is 40 kW average load and results in22 miles of distance traveled. The energy storage capacity of “FuelEcon” can be defined 22 miles of distance traveled.

In use case “25 mph,” the goal is to maximize a time of operation whilemoving the vehicle 10 at 25 mph over ground. The target load is 34 kWaverage load and results in 44 minutes of run time. The energy storagecapacity of “25 mph” can be defined as 44 minutes of run time.

TABLE 1 Use Case Vehicle 1 Vehicle 2 Vehicle 3 Idle Fuel_Econ 25 mphTarget Load 68 kW 53 kW 40 kW 17 kW 40 kW 34 kW Criteria Minutes MilesMinutes Miles Minutes Miles Minutes Miles Minutes Result 22 13.5 29 6 3814.5 90 22 44

In one example, the ESS 1000 includes batteries 1008 that provide 30.6kWh of energy storage capacity and are capable of providing enoughenergy for a minimum pure electric vehicle (EV) drive operation (e.g.,silent mobility mode) of at least 30 minutes at 25 mph (e.g., 30-35 minat 45 mph).

The battery storage housing 1002 and the batteries 1008 may have aweight of about 818.4 pounds. In some embodiments, the battery storagehousing 1002 and batteries 1008 may have a weight of between about 600pounds and about 1000 pounds. The battery storage housing 1002 may havedimensions of about 60.8 inches wide, about 29.5 inches tall, and about8.5 inches thick. In some embodiments, the battery storage housing 1002is shaped differently and defines different dimensions (e.g., dependentupon the positioning on the vehicle 10, the desired battery capacity,weight loading requirements, etc.). For example, the battery storagehousing 1002 may be between 40 and 80 inches wide, between 10 and 40inches tall, and between 4 and 12 inches thick. In some embodiments, thebattery storage housing 1002 is not structured as a single housingcontaining multiple batteries. In some embodiments, each battery 1008 ora subset of batteries 1008 may include battery storage housings 1002that may be collocated on the vehicle 10 or distributed in multiplepositions about the vehicle 10.

The batteries 1008 are configured to be maintained at between a lowerSoC limit and an upper SoC limit. In one embodiment, the lower SoC limitis 20% of the maximum SoC and the upper SoC limit is 93% of the maximumSoC. In some embodiments, the lower SoC limit is greater than or lessthan 20% (e.g., 5%, 10%, 15%, 25%, etc.). In some embodiments, the upperSoC limit may be greater than or less than 93% (e.g., 88%, 90%, 95%,etc.).

The ESS 1000 can include a charge controller 1012 structured to controlthe flow of electrical energy into the batteries 1008 using a chargeprofile. The charge profile instituted by the charge controller 1012 maybe dependent on the battery 1008 chemistry and other considerations. Insome embodiments, the energy storage capacity may be defined as theamount of energy available between the lower SoC limit and the upper SoClimit.

As shown in FIG. 21, power conversion hardware 1014 (e.g., a DC/DCconverter) is coupled to the rear module 400 and structured to convertDC power received from either the IMG 700, the motor/generator 822,and/or the ESS 1000 and convert the DC power to power usable by thevehicle systems (e.g., 12 V, 24 V, and/or 48 V). A power panel 1016 isalso coupled to the rear module 400 and provides a charging plug 1018that can be used for plugging the ESS 1000 into an external powerstation for charging. Additionally, the power panel 1016 can includeexternal power output that receive cords, plugs, or other powerconnections configured to provide power to external components andsystems. An AC power system 1020 includes inverters that convert (i)available DC power from the IMG 700, the motor/generator 822, and/or theESS 1000 into AC power for consumption by components of the vehicle 10and/or external systems and/or (ii) AC power from the IMG 700 and/or themotor/generator 82 into DC power for consumption by components of thevehicle 10 and/or external systems. In some embodiments, the chargingplug 1018 is an external plug positioned above the rear, driver sidewheel well of the rear module 400.

The engine 610, the IMG 700, the motor/generator 822, the chargecontroller 1012, and the batteries 1008 are sized such that electricalpower generation through engine drive of the IMG 700 and/or themotor/generator 822 of the FEAD 800 is greater than the power depletionthrough operation of the vehicle 10 in the silent mobility mode. Inother words, the charge time through engine 610 generation of electricalpower via the IMG 700 and/or the motor/generator 822 of the FEAD 800 isless than the depletion time in an electric vehicle drive mode (i.e.,takes less time to charge than to deplete). The batteries 1008 can becharged in a first time by the motor generator (e.g., the motorgenerator 822 and/or the IMG 700). The batteries 1008 are depleted inthe silent mobility mode in a second time. The first time is less thanthe second time. In some embodiments, the vehicle 10 is structured tooperate in any combination of engine 610 powered, IMG 700 powered,motor/generator 822 powered, engine 610 charging the ESS 1000, etc. Forexample, a blended power mode can include propulsion of the vehicle 10via both electrical power and engine generated power. The engine 610 cancharge the ESS 1000 while the vehicle 10 is driving or stationary.

Between-the-Wheels Configuration

As shown in FIGS. 21-26, the ESS 1000 is mounted in the bed cavity 460of the rear module 400 adjacent the rear wall 216 of the passengercapsule 200 in between the wheel wells 440. A bracket 1024 supports theESS 1000 in position and includes a protective plate 1026 that shieldsthe ESS 1000 from impact. The protective plate 1026 may surround the ESS1000 to provide protection from vulnerable directions. The bracket 1024may include a vibration damping material disposed between the bracket1024, the protective plate 1026, and the ESS 1000 to inhibit vibrationaltransfer between the hull and frame assembly 100 and the ESS 1000. Insome embodiments, the protective plate 1026 is formed from similarmaterials to the body or frame of the vehicle 10 to inhibit theintrusion of hostile fragments, blasts, or projectiles.

The bracket 1024 is mounted to the vehicle 10 with an upper isolatormount 1028 that is connected between the bracket 1024 and the passengercapsule 200. In some embodiments, the upper isolator mount 1028 isgenerally centered on the bracket 1024 and connected to the rear wall216 of the passenger capsule 200. The upper isolator mount 1028 providesfront-to-back vibration isolation relative to the passenger capsule 200.In some embodiments, the upper isolator mount 1028 includes a springdamper shock system coupled between the bracket 1024 and the passengercapsule 200. In some embodiments, the upper isolator mount 1028 includesa pneumatic damper or a hydraulic fluid damper. In some embodiments, theupper isolator mount 1028 is coupled between the bracket 1024 andanother portion of the vehicle 10 and/or the hull and frame assembly100. In some embodiments, the upper isolator mount 1028 includes a plate1032 rigidly coupled to the passenger capsule 200 (e.g., by welding,fastening, etc.) and a rod 1034 coupled to the plate 1032 with aspherical rod end. The rod 1034 is fastened to the bracket 1024 using anut, a weld, or a captured end. In some embodiments, the ESS 1000includes a plurality of the upper isolator mounts 1028.

As shown in FIGS. 23-25, a lower support 1036 is coupled to the bed 430.For example, four legs 1038 are coupled to the bed 430 using fasteners.In some embodiments, more than four or less than four legs 1038 areincluded. In some embodiments, the lower support 1036 is welded to thebed 430 or formed as a part of the bed 430. The lower support 1036includes ESS mount structures in the form of recesses 1040 sized toreceive lower isolator mounts 1042. In some embodiments, the recesses1040 are circular and the lower isolator mounts 1042 are secured usingadhesive. In some embodiments, the recesses are square, rectangular,oval, or another shape. In some embodiments, the lower isolator mounts1042 are fastened to the recesses 1040, captured within the recesses1040, or otherwise held in place between the bracket 1024 and the lowersupport 1036. As shown in FIG. 25, two lower isolator mounts 1042 areused to support the bracket 1024 on the lower support 1036. In someembodiments, more than two or less than two lower isolator mounts 1042are included. In some embodiments, the lower isolator mounts 1042 arerubber or another vibration attenuating material. In some embodiments,the bracket 1024 is adhered, fastened to, captured by, or otherwisedirectly coupled to the lower isolator mounts 1042.

The upper isolator mount 1028 and the lower isolator mounts 1042maintain the bracket 1024, and thereby the ESS 1000, in positionrelative to the passenger capsule 200 and the rear module 400 during useof the vehicle 10. The ESS 1000 is positioned within the rear module400. The weight of the ESS 1000 is supported by the rear subframe 410.The ESS 1000 is centered between the wheel wells 440 within the bedcavity 460 and supported on top of the bed 430.

In some embodiments, the AC power system 1020 (e.g., a high voltageinverter) and power distribution components are positioned in or abovedriver side stowage box 450 above the rear, driver side wheel well 440with cables running to through the tunnel slot 208 of the structuraltunnel 206 to the IMG 700, the motor/generator 822 of the FEAD 800, andother high voltage components. The power conversion hardware 1014 (700Vto 24V) is positioned in or above the passenger side stowage box 450above the rear, passenger side wheel well 440 and cables run therefromto low voltage components (e.g., cab electronics, etc.).

Controls

Referring to FIGS. 27-29, the vehicle 10 can include a control system1600 for controlling the vehicle 10 or systems of the vehicle 10 betweenand according to different modes of operation. In some embodiments, thevehicle 10 is operable in an engine mode, a dual-drive mode, anEV/silent mode, and/or an ultrasilent mode. The control system 1600includes a controller 1602 configured to transition the vehicle 10between the different modes. According to exemplary embodiment, thecontrol system 1600 is configured to provide control signals to thedriveline 600 (e.g., the engine 610, the transmission 620, the IMG 700,the FEAD 800, etc.) to transition the driveline 600 and the FEAD 800between the different modes.

As shown in FIG. 27, the control system 1600 includes the controller1602, an operator interface, shown as human machine interface (“HMI”)1610, the ESS 1000 (and/or sensors or controllers of the ESS 1000), atemperature sensor 1612, and an engine sensor 1614. The ESS 1000 isconfigured to provide detected battery SoC of batteries or energystorage devices of the ESS 1000 to the controller 1602. The enginesensor 1614 can be a sensor of the engine 610, feedback from acontroller of the engine 610, etc. to provide current speed ω of theengine 610 (e.g., revolutions per minute “RPM”) and/or current torque τof the engine 610. The temperature sensor 1612 is configured to providea detected, measured, or sensed temperature of the engine 610 and/or ofother components of the vehicle 10 (e.g., the ESS 1000, the transmission620, etc.) to the controller 1602. The HMI 1610 is configured to receivea user input and provide the user input to the controller 1602 (e.g., aselection of a specific mode). The controller 1602 is configured to useany of the battery SoC, the current speed ω of the engine 610, thecurrent torque τ of the engine 610, the temperature of the engine 610(or other components), and/or the user input to transition the vehicle10 (e.g., the driveline 600 and the FEAD 800) between the differentmodes, and to operate the vehicle 10 (e.g., the driveline 600 and theFEAD 800) according to the different modes. The HMI 1610 can bepositioned within the passenger compartment 218 of the passenger capsule200 of the vehicle 10.

As shown in FIGS. 27 and 29, the controller 1602 includes a processingcircuit 1604 including a processor 1606 and memory 1608. The processingcircuit 1604 can be communicably connected to a communications interfacesuch that the processing circuit 1604 and the various components thereofcan send and receive data via the communications interface. Theprocessor 1606 can be implemented as a general purpose processor, anapplication specific integrated circuit (“ASIC”), one or more fieldprogrammable gate arrays (“FPGAs”), a group of processing components, orother suitable electronic processing components.

The memory 1608 (e.g., memory, memory unit, storage device, etc.) caninclude one or more devices (e.g., RAM, ROM, Flash memory, hard diskstorage, etc.) for storing data and/or computer code for completing orfacilitating the various processes, layers and modules described in thepresent application. The memory 1608 can be or include volatile memoryor non-volatile memory. The memory 1608 can include database components,object code components, script components, or any other type ofinformation structure for supporting the various activities andinformation structures described in the present application. Accordingto some embodiments, the memory 1608 is communicably connected to theprocessor 1606 via the processing circuit 1604 and includes computercode for executing (e.g., by the processing circuit 1604 and/or theprocessor 1606) one or more processes described herein.

As shown in FIG. 29, the memory 1608 includes an engine mode 1616, adual-drive mode 1618, an EV/silent mode 1620, and an ultrasilent mode1622, according to an exemplary embodiment. The processing circuit 1604is configured to transition between the different modes and operate thevehicle 10 according to an active one of the engine mode 1616, thedual-drive mode 1618, the EV/silent mode 1620, or the ultrasilent mode1622. The controller 1602 may transition between the modes in responseto a user input, or at least partially automatically (e.g., based onsensor data). The controller 1602 generates engine control signals forthe engine 610, the engine clutch 750, and/or the transmission 620, IMGcontrol signals for the IMG 700, FEAD control signals for the FEAD 800or controllable components thereof, and display data for the HMI 1610according to the active one of the modes 1616-1622. The HMI 1610 can beor include any of a display screen, a touch screen, input buttons,levers, a steering wheel, a joystick, alert lights, alert speakers,etc., or any other component configured to facilitate input of data fromthe user to the controller 1602 or output of data from the controller1602 to the HMI 1610.

Engine Mode

According to an exemplary embodiment, the control system 1600 isconfigured to operate the vehicle 10 according to the engine mode 1616.In some embodiments, the controller 1602 transitions the vehicle 10 intothe engine mode 1616 when a user input is received from the HMI 1610 tooperate the vehicle 10 according to the engine mode 1616. In someembodiments, the engine mode 1616 is a default mode of operation of thevehicle 10.

When the vehicle 10 is operated by the controller 1602 according to theengine mode 1616, control signals are generated by the controller 1602and provided to the driveline 600 so that the engine 610 operates todrive the driveline 600 through the IMG 700 and the transmission 620.The controller 1602 can also provide control signals to the IMG 700 sothat the IMG 700 functions as a generator, is driven by the engine 610,and generates electrical energy that is provided to the ESS 1000 forstorage, and/or provided to electrical components of the vehicle 10 forconsumption. The engine 610 also drives the FEAD 800 in the engine mode1616, according to some embodiments. In some embodiments, in the enginemode 1616, the controller 1602 is configured to provide control signalsto the motor/generator 822 of the FEAD 800 such that the motor/generator822 functions as a generator and is driven by the engine 610. Themotor/generator 822 of the FEAD 800 generates electrical energy whendriven by the engine 610 and provides the electrical energy to the ESS1000 for storage and later use, and/or provides the electrical energy toelectrical components of the vehicle 10 for consumption. In the enginemode 1616, the engine 610 may therefore drive the IMG 700, the FEAD 800,and/or the transmission 620. The engine 610 drives the axle assemblies500 or tractive elements thereof by driving the transmission 620.

The engine 610 drives the FEAD 800 and the accessories of the FEAD 800(e.g., the hydraulic pump 832, the air compressor 808, the fan 810, themotor/generator 822). The engine 610 may also selectively drive the fan810 through selective engagement of the fan clutch 856. In someembodiments, the controller 1602 is configured to use the enginetemperature from the temperature sensor 1612 to transition the fanclutch 856 between an engaged state and a disengaged state. For example,when the engine temperature exceeds a predetermined value, thecontroller 1602 may transition the fan clutch 856 into the engaged stateso that the fan 810 is driven by the engine 610 to cool the engine 610(and/or other components of the vehicle 10). When the engine temperaturedecreases below another predetermined temperature, the controller 1602can generate control signals for the fan clutch 856 to transition thefan clutch 856 into the disengaged state. In some embodiments, thecontroller 1602 is configured to operate the HMI 1610 to provide analert or display to the user that the fan clutch 856 is about to beactuated to the engaged state. In some embodiments, the controller 1602operates the HMI 1610 to display a current status of the fan clutch 856.

Dual-Drive Mode

According to an exemplary embodiment, the controller 1602 is configuredto transition the vehicle 10 into the dual-drive mode 1618 and operatethe vehicle 10 according to the dual-drive mode 1618. In anotherembodiment, the controller 1602 does not include the dual-drive mode1618. In the dual-drive mode 1618, both the engine 610 and the IMG 700operate to provide torque to tractive elements of the vehicle 10 throughthe transmission 620. The engine 610 and the IMG 700 can both operate toprovide a maximum torque to the transmission 620 as defined byspecifications or ratings of the transmission 620. In the dual-drivemode 1618, the IMG 700 and the engine 610 cooperatively operate to drivethe driveline 600.

As shown in FIG. 28, a graph 1700 illustrates a maximum allowable torque1702, an electric motor torque speed curve 1704, and an engine torquespeed curve 1706. The maximum allowable torque 1702 is defined by arating or capability of the transmission 620. When the vehicle 10 is inthe dual-drive mode 1618, the controller 1602 is configured to (i)monitor torque and speed of the engine 610 (e.g., as provided by theengine sensor 1614, a defined by a predetermined torque-speed curve forthe engine 610, etc.) and (ii) determine, based on the maximum allowabletorque 1702 (e.g., based on a comparison between the current torque ofthe engine 610 and the maximum allowable torque 1702), an additionalamount of torque that can be supported by the transmission 620. If thetransmission 620 can support additional torque, the controller 1602 isconfigured to operate the IMG 700 (e.g., by generating and providingcontrol signals to the IMG 700) to provide additional torque to thetransmission 620. In some embodiments, the controller 1602 is configuredto operate the IMG 700 to provide additional torque so that a combinedtorque output by the IMG 700 and the engine 610 is equal to or less thanthe maximum allowable torque 1702 supported by the transmission 620.

The dual-drive mode 1618 can be similar to the engine mode 1616 but withthe additional torque provided to the transmission 620 by the IMG 700(e.g., with the IMG 700 operating as an electric motor). In someembodiments, the IMG 700 and the engine 610 both operate to providecombined torque to the transmission 620 at a same speed. In someembodiments, the speeds of the IMG 700 and the engine 610 are different.

Advantageously, the dual-drive mode 1618 can be used when the vehicle 10climbs a hill, when the vehicle 10 is under enemy fire, etc. to provideenhanced acceleration and gradeability. In some embodiments, thedual-drive mode 1618 includes operating the engine 610 and the IMG 700cooperatively to consistently (e.g., over time, or when the dual-drivemode 1618 is active) provide the maximum allowable torque 1702 to thetransmission 620. In some embodiments, the controller 1602 is configuredto transition the vehicle 10, or more specifically the driveline 600,into the dual-drive mode 1618 in response to a user input received viathe HMI 1610. In some embodiments, the controller 1602 is configured toautomatically transition the driveline 600 into the dual-drive mode 1618in response to sensor data indicating a slope, tilt, roll, or angle ofthe vehicle 10 (e.g., to detect when the vehicle 10 is climbing a hilland additional or assisting torque from the IMG 700 may beadvantageous).

Silent Mode

According to an exemplary embodiment, the controller 1602 includes theEV/silent mode 1620 and is configured to operate the driveline 600according to the EV/silent mode 1620 in response to receiving a userinput from the HMI 1610 to operate according to the EV/silent mode 1620.In the EV/silent mode 1620, the controller 1602 is configured togenerate control signals for the engine 610 and provide the controlsignals to the engine 610 to shut off the engine 610. Advantageously,shutting off the engine 610 reduces a sound output of the vehicle 10 tofacilitate substantially quieter operation of the vehicle 10. When theengine 610 is shut off, the driveline 600 (e.g., tractive elements ofthe axle assemblies 500) is driven by the IMG 700. The IMG 700 canfunction as an electric motor, consuming electrical energy from the ESS1000 to drive the vehicle 10 (e.g., for transportation of the vehicle10). Advantageously, shutting off the engine 610 also reduces a thermalsignature of the vehicle 10 to facilitate concealment or harder thermaldetection of the vehicle 10.

In the EV/silent mode 1620, the FEAD 800 is driven by themotor/generator 822 as described in greater detail above with referenceto FIGS. 15-19. Shutting off the engine 610, driving the transmission620 with the IMG 700, and driving the FEAD 800 with the motor/generator822 can reduce an operational sound level of the vehicle 10 (relative tothe engine mode 1616) by a significant amount. By way of example,Applicant performed a drive-by test in the engine mode and the silentmode, which resulted in about a 25 decibels (dB) reduction in sound whenswitching from the engine mode to the silent mode. The fan 810 and fanclutch 856 can be operated based on the temperature received from thetemperature sensor 1612 as described in greater detail above withreference to the engine mode 1616. In some embodiments, the controller1602 is configured to monitor the battery SoC of the ESS 1000 todetermine an amount of energy remaining and an estimated remainingruntime of the vehicle 10 in the EV/silent mode 1620. In someembodiments, when the SoC of the ESS 1000 reduces to or below a firstthreshold, the controller 1602 operates the HMI 1610 to provide awarning to the user regarding the SoC of the ESS 1000. In someembodiments, the controller 1602 is configured to monitor electricalenergy consumption or a rate of energy consumption of the ESS 1000during the EV/silent mode 1620 to determine an estimated amount ofruntime remaining for the vehicle 10 in the EV/silent mode 1620. In someembodiments, when the SoC of the ESS 1000 reduces to a minimum allowablelevel (e.g., 20% SoC), the controller 1602 is configured toautomatically transition the vehicle 10 into the engine mode 1616 (e.g.,starting the engine 610 by engaging the engine clutch 750). In someembodiments, the controller 1602 is configured to operate the HMI 1610to notify the user prior to transitioning into the engine mode 1616. Insome embodiments, the user can provide an input to override theautomatic transition into the engine mode 1616, or to transition thevehicle 10 into the ultrasilent mode 1622.

When the vehicle 10 is operated according to the EV/silent mode 1620,the vehicle 10 may be configured to operate for at least 30 minutes at aspeed of at least 25 mph (e.g., 30-35 minutes at 45 mph). In someembodiments, when in the EV/silent mode 1620, the FEAD 800 and,therefore, the fan 810 are driven by the motor/generator 822,independently of a speed of the IMG 700 that is used to drive thevehicle 10 for transportation (e.g., the transmission 620). In someembodiments, operating the fan 810 independently of operation of the IMG700 facilitates operating the fan 810 at a constant speed (e.g., 1400RPM) regardless of a speed of the IMG 700 (which prevents soundfluctuations that would otherwise occur due to increasing and decreasingthe fan speed). However, when the vehicle 10 is operated in the enginemode 1616 and the engine 610 drives the FEAD 800, the speed of the fan810 may vary based on variations of the speed of the engine 610.

Ultra-Silent Mode

According to an exemplary embodiment, the controller 1602 includes theultrasilent mode 1622 and is configured to operate the vehicle 10according to the ultrasilent mode 1622. In another embodiment, thecontroller 1602 does not include the ultrasilent mode 1622. When thevehicle 10 is operated according to the ultrasilent mode 1622, thecontroller 1602 is configured to maintain or transition the engine 610in an off state (e.g., to reduce sound output) and drive the driveline600 by operating the IMG 700 (e.g., to provide an output torque to thetransmission 620). The ultrasilent mode 1622 can be similar to theEV/silent mode 1620 but with additional operations to further reducesound output of the vehicle 10.

In some embodiments, the ultrasilent mode 1622 includes shutting offoperation of the fan 810 by disengaging the fan clutch 856. Shutting offoperation of the fan 810 by disengaging the fan clutch 856 can furtherreduce sound output of the vehicle 10. In some embodiments, duringoperation of the vehicle 10 in the ultrasilent mode 1622, automatictransitioning of the vehicle 10 into the engine mode 1616 (or moreparticularly, starting of the engine 610) is limited. In someembodiments, during operation of the vehicle 10 in the ultrasilent mode1622, operation of the fan 810 of the FEAD 800, and activation of theengine 610 is limited, regardless of the temperature provided by thetemperature sensor 1612, and the SoC of the batteries of the ESS 1000.In this way, the vehicle 10 can be operated in the ultrasilent mode 1622even to the point of complete depletion of the ESS 1000. In someembodiments, the controller 1602 is configured to provide alerts,notifications, alarms, etc. to the user or operator of the vehicle 10via the HMI 1610 to notify the operator that the batteries of the ESS1000 are about to be depleted, that an overheat condition is proximate,etc. The operator may manually transition the vehicle 10 out of theultrasilent mode 1622 (e.g., to start the engine 610 to charge thebatteries of the ESS 1000 and/or to engage the fan 810 of the FEAD 800)as desired. Advantageously, operating the vehicle 10 according to theultrasilent mode 1622 facilitates improved noise and thermal concealmentof the vehicle 10.

As utilized herein, the terms “approximately,” “about,” “substantially”,and similar terms are intended to have a broad meaning in harmony withthe common and accepted usage by those of ordinary skill in the art towhich the subject matter of this disclosure pertains. It should beunderstood by those of skill in the art who review this disclosure thatthese terms are intended to allow a description of certain featuresdescribed and claimed without restricting the scope of these features tothe precise numerical ranges provided. Accordingly, these terms shouldbe interpreted as indicating that insubstantial or inconsequentialmodifications or alterations of the subject matter described and claimedare considered to be within the scope of the disclosure as recited inthe appended claims.

It should be noted that the term “exemplary” and variations thereof, asused herein to describe various embodiments, are intended to indicatethat such embodiments are possible examples, representations, orillustrations of possible embodiments (and such terms are not intendedto connote that such embodiments are necessarily extraordinary orsuperlative examples).

The term “coupled” and variations thereof, as used herein, means thejoining of two members directly or indirectly to one another. Suchjoining may be stationary (e.g., permanent or fixed) or moveable (e.g.,removable or releasable). Such joining may be achieved with the twomembers coupled directly to each other, with the two members coupled toeach other using a separate intervening member and any additionalintermediate members coupled with one another, or with the two memberscoupled to each other using an intervening member that is integrallyformed as a single unitary body with one of the two members. If“coupled” or variations thereof are modified by an additional term(e.g., directly coupled), the generic definition of “coupled” providedabove is modified by the plain language meaning of the additional term(e.g., “directly coupled” means the joining of two members without anyseparate intervening member), resulting in a narrower definition thanthe generic definition of “coupled” provided above. Such coupling may bemechanical, electrical, or fluidic.

References herein to the positions of elements (e.g., “top,” “bottom,”“above,” “below”) are merely used to describe the orientation of variouselements in the figures. It should be noted that the orientation ofvarious elements may differ according to other exemplary embodiments,and that such variations are intended to be encompassed by the presentdisclosure.

The hardware and data processing components used to implement thevarious processes, operations, illustrative logics, logical blocks,modules and circuits described in connection with the embodimentsdisclosed herein may be implemented or performed with a general purposesingle- or multi-chip processor, a digital signal processor (DSP), anapplication specific integrated circuit (ASIC), a field programmablegate array (FPGA), or other programmable logic device, discrete gate ortransistor logic, discrete hardware components, or any combinationthereof designed to perform the functions described herein. A generalpurpose processor may be a microprocessor, or, any conventionalprocessor, controller, microcontroller, or state machine. A processoralso may be implemented as a combination of computing devices, such as acombination of a DSP and a microprocessor, a plurality ofmicroprocessors, one or more microprocessors in conjunction with a DSPcore, or any other such configuration. In some embodiments, particularprocesses and methods may be performed by circuitry that is specific toa given function. The memory (e.g., memory, memory unit, storage device)may include one or more devices (e.g., RAM, ROM, Flash memory, hard diskstorage) for storing data and/or computer code for completing orfacilitating the various processes, layers and modules described in thepresent disclosure. The memory may be or include volatile memory ornon-volatile memory, and may include database components, object codecomponents, script components, or any other type of informationstructure for supporting the various activities and informationstructures described in the present disclosure. According to anexemplary embodiment, the memory is communicably connected to theprocessor via a processing circuit and includes computer code forexecuting (e.g., by the processing circuit or the processor) the one ormore processes described herein.

The present disclosure contemplates methods, systems and programproducts on any machine-readable media for accomplishing variousoperations. The embodiments of the present disclosure may be implementedusing existing computer processors, or by a special purpose computerprocessor for an appropriate system, incorporated for this or anotherpurpose, or by a hardwired system. Embodiments within the scope of thepresent disclosure include program products comprising machine-readablemedia for carrying or having machine-executable instructions or datastructures stored thereon. Such machine-readable media can be anyavailable media that can be accessed by a general purpose or specialpurpose computer or other machine with a processor. By way of example,such machine-readable media can comprise RAM, ROM, EPROM, EEPROM, orother optical disk storage, magnetic disk storage or other magneticstorage devices, or any other medium which can be used to carry or storedesired program code in the form of machine-executable instructions ordata structures and which can be accessed by a general purpose orspecial purpose computer or other machine with a processor. Combinationsof the above are also included within the scope of machine-readablemedia. Machine-executable instructions include, for example,instructions and data which cause a general purpose computer, specialpurpose computer, or special purpose processing machines to perform acertain function or group of functions.

Although the figures and description may illustrate a specific order ofmethod steps, the order of such steps may differ from what is depictedand described, unless specified differently above. Also, two or moresteps may be performed concurrently or with partial concurrence, unlessspecified differently above. Such variation may depend, for example, onthe software and hardware systems chosen and on designer choice. Allsuch variations are within the scope of the disclosure. Likewise,software implementations of the described methods could be accomplishedwith standard programming techniques with rule-based logic and otherlogic to accomplish the various connection steps, processing steps,comparison steps, and decision steps.

It is important to note that the construction and arrangement of thevehicle 10 and the systems and components thereof (e.g., the hull andframe assembly 100, the driveline 600, IMG 700, the FEAD 800, the ESS1000, the control system 1600, etc.) as shown in the various exemplaryembodiments is illustrative only. Additionally, any element disclosed inone embodiment may be incorporated or utilized with any other embodimentdisclosed herein.

The invention claimed is:
 1. A driveline for a military vehicle, thedriveline comprising: a motor/generator configured to receive power froman engine and output power to at least one of a tractive element or anaccessory; and an energy storage system including: a battery configuredto be supported by a rear module of the military vehicle; an inverterelectrically coupled to the battery and configured to be positioned in afirst stowage compartment of the military vehicle; and a DC/DC converterelectrically coupled to the battery and configured to be positioned in asecond stowage compartment of the military vehicle; wherein the energystorage system is electrically coupled to the motor/generator toselectively receive electrical power from the motor/generator andselectively provide electrical power to the motor/generator; and whereinthe driveline is operable in a silent mobility mode with the energystorage system providing electrical power to the motor/generator tooperate the military vehicle.
 2. The driveline of claim 1, wherein thesilent mobility mode includes at least one of an idle use case, a fueleconomy use case, or a low speed use case, wherein the battery is sizedto operate the silent mobility mode in the idle use case for at leastninety minutes, wherein the battery is sized to propel the militaryvehicle for at least twenty miles in the fuel economy use case, andwherein the battery is sized to propel the military vehicle at apredetermined speed for at least forty minutes in the low speed usecase.
 3. The driveline of claim 1, further comprising the engine and atransmission, wherein the motor/generator is positioned between theengine and the transmission.
 4. The driveline of claim 1, furthercomprising the engine, wherein the motor/generator is a component of afront end accessory drive coupled to the engine.
 5. The driveline ofclaim 1, wherein the motor/generator includes: an accessory drivemotor/generator configured to output mechanical power to the accessory;and a tractive motor/generator configured to output mechanical power tothe tractive element.
 6. The driveline of claim 1, wherein the energystorage system defines a target load based at least in part on a grossvehicle weight rating, wherein the target load defines an average loadgreater than or equal to sixty-five kilowatts (65 kW), and wherein thebattery is sized to operate the military vehicle for at least one of atleast twenty minutes of run time or at least thirteen miles of distancetraveled.
 7. The driveline of claim 1, wherein the energy storage systemdefines a target load based at least in part on a gross vehicle weightrating, wherein the target load defines an average load greater than orequal to fifty kilowatts (50 kW), and wherein the battery is sized tooperate the military vehicle for at least one of at least twenty-nineminutes of run time or at least six miles of distance traveled.
 8. Thedriveline of claim 1, wherein the energy storage system defines a targetload based at least in part on a gross vehicle weight rating, whereinthe target load defines an average load greater than or equal to fortykilowatts (40 kW), and wherein the battery is sized to operate themilitary vehicle for at least one of at least thirty-five minutes of runtime or at least fourteen miles of distance traveled.
 9. The drivelineof claim 1, wherein the battery defines an energy storage capacity of atleast 30.6 kWh with an operating characteristic of 666 V nominal voltageand a 406 kW discharge power.
 10. The driveline of claim 1, wherein thebattery is configured to be maintained between a minimum state of charge(SoC) and a maximum SoC, and wherein the minimum SoC is about 20% andthe maximum SoC is about 93%.
 11. The driveline of claim 1, wherein themotor/generator and the battery are sized such that electrical powergeneration of the motor/generator is greater than a power depletionthrough operation of the driveline in the silent mobility mode, andwherein the motor/generator can charge the battery while the militaryvehicle is driving or stationary.
 12. The driveline of claim 1, whereinthe motor/generator is configured to charge the battery in a first time,wherein the driveline is operable in the silent mobility mode for asecond time, and wherein the first time is less than the second time.13. The driveline of claim 1, wherein the energy storage systemincludes: a battery storage housing; a power connector supported by thebattery storage housing and providing power communication between theenergy storage system and the motor/generator; and a data connectorsupported by the battery storage housing and providing datacommunication between the energy storage system and the motor/generator,wherein the battery includes a plurality of batteries, each of theplurality of batteries including a plurality of cells, and wherein thebattery is supported by the battery storage housing.
 14. The drivelineof claim 1, further comprising the engine, wherein the driveline isoperable in a blended power mode providing propulsion via bothelectrical power and engine generated power.
 15. A driveline for amilitary vehicle, the driveline comprising: a motor/generator configuredto receive power from an engine and output power to at least one of atractive element or an accessory; and an energy storage systemincluding: a battery configured to be supported by a rear module of themilitary vehicle; a battery storage housing supporting the battery; apower connector electrically coupling the battery to themotor/generator; a lower support configured to couple to a bed of themilitary vehicle between a left rear wheel well and a right rear wheelwell of the military vehicle, the lower support including a plurality offeet configured to elevate a support surface of the lower support abovethe bed; a lower mount coupled to the support surface of the lowersupport, the lower support comprising a vibration attenuating material,wherein the battery storage housing is coupled to the lower mount; abracket coupled to an upper portion of the battery storage housing; anupper mount coupled to the bracket, the upper mount configured to couplethe bracket to a rear wall of a passenger capsule of the militaryvehicle; an inverter electrically coupled to the battery, the inverterconfigured to be disposed in a first stowage compartment positionedabove one of the left rear wheel well and the right rear wheel well; aDC/DC converter electrically coupled to the battery, the DC/DC converterconfigured to disposed in a second stowage compartment positioned abovethe other of the left rear wheel well and the right rear wheel well; anda charging port configured to be positioned at a rear of one of thefirst stowage compartment or the second stowage compartment; wherein theenergy storage system is electrically coupled to the motor/generator toselectively receive electrical power from the motor/generator andselectively provide electrical power to the motor/generator; and whereinthe driveline is operable in a silent mobility mode with the energystorage system providing electrical power to the motor/generator tooperate the military vehicle.